Carbureting device for caloric motors



June.l7, 1930. C. BJORK 1,763,948

ACARBURETING DEVICE FOR CALORIC MOTORS Filed Feb. 26, 1927 lNVENTQR Car l 7 ATTORNEY Patented June 17, 1930 UNITED STATES PATENT y' ortica CARL BLTORK, OF SEATTLE, WASHINGTON, ASSGNOROF ONE-THIRD TO EDGAR .AMES AND ONE-THRD TO MARY IB. OAK'ES, BOTH OF NEW YORK, N. Y.

CARBURETING DEVICE FOR CALORIQ MOTORS Application led February 2G, 1927.

My present invention relates to fuel forming devices for internal combustion engines and other devices, and while it is herein directed to an improvement in carburetors, it

5 contemplates a means for the further treatment in such fuels after they have left any carbureting or vaporizing device, whereby to improve the texture of the vaporous fuel, to remove surplus liquid fuel condensation 1o therefrom and generally to create a homogeneous, readily ienitible vapor.

Another advantage of my improvement relates to means whereby the fuel vapor is subjected to a restrictive, squeezing action,

15 in its passage through the apparatus, thereby to preserve the desirable nature of the fuel so produced.

Another object is to providev heating means for the fuel vapors passing to the 20 cylinders, to maintain their integrity as such, and to permit the use of various grades of liquidl fuels and distillates for forming explosive fuel mixtures.

The foregoing is accomplished in part by the provision of a valved inlet passage from the usual carburetor to the manifold and thence to the engine cylinders, in which passage, attenuation of the moving lvapor stream is effected by constricting the stream over a long distance and between large areas of Wall surface, preferably heated, in which passage fuel condensed to liquid is substantially squeezed out of the vapor stream and returned to the carbureting point, there to be again subject to the carb ureting or vaporizing action of incoming air.

Another object of the invention is to provide a throttle means which permits control of the fuel intake or complete throttling thereof, and further permits, vvvhen desired, a variable air inlet to the manifold for cooling the engine, coasting without fuel wastage, and at times to permit the engine to drift or run under its own momentum, substantially unconstricted as to the volume of pure air freely admitted to the cylinders to the entire exclusion of fuel and consequent power cycles, but to permit readyland immediate change to power cycle by throttle manipulation of said means and without Serial No. 171,202.

throttle manipulation of the supply of fuel by the carburetor throttle.

lhis is in part accomplished by the provision of a member having a 'passage adapted to connect thecarburetor intake with the engine manifold and having a fuel valve therein between said passage and intake. A drift valve connects said passage-to the exterior air; and means are provided which in one position hold the fuel valve open and` the drift valve closed, in another position hold the drift valve open and the fuel closed, and when in an intermediate posit-ion hold both valves closed.

Y These and other'capabilities will be disclosed as the description proceeds, and I do ynot desire to be held to the vstructural details hereof, as obvious modifications may be made Without departing from the scope of .the appended claims.

In the drawings:

F ig. l is a sectional view of the complete vaporizer with the fuel valve partially throttled and the drifting valve closed;

Fig. 2 is a fragmentary sectional view of the upper portion of the vaporizer fuel and air valves closed; and

Fig. 3 is a View similar to Fig. showing complete throttle with air valve wide open.

manually operated indicator means controls the device from full powercycle through any degree of power throttle t0 full closure or throttle of the'engineand thence 'to full air valve opening. Y

In the structure herein disclosed it is understood that the principal elements thereof are substantiallyv cylindrical, and that the sections herein shown are substantially axial in each-of the views. Y

My device is shown in combination with ln all of the foregoing views, a single intake`l8, which is for convenience here shown in the form of an elbow. The structure just described is of usual construction, and it is thought that no further description is neeessary.

The carburetor intake port 8 has an upwarcle-Xtension 9 which is operably mounted j on a fuel stream attenuating device 10 which comprises a suitable outer casing 11 having Ltop and bottom closures 12, 13 and` which water from the engine or exhaust gas therefrom may be led into the casing 10 thereby *e'lectu'ally heating the walls ofthe chamber 14to any desired vor controlled degree.

The upper part of the member 17 generally denoted by 2O is constructed tto form a bis preferably upstanding duct or bore'in which is reciprocably mounted a valve l'stem'2j-1fthe upper end of which-has suitably aiiiXed thereto la spring thrust collar 22, said valve stein projecting downwardly through ythe bored shoulder 23 'which lforms part of the closure wall of the outlet port 1'7". Between this shoulder 23 andthe collar 22 is coinpressed a helical spring 24. n a

On the lower end kof the stem 21 isfafiixed a reciprocable controlling valve Y25, Ysomewhat ovate in form, having preferably lstraight cylindrical walls and liemispherical ends. For convenience in operating, this valve may be preferably hollow. l

The valve 25 may be caused to remove to occupy a mid-position in the chamber 14, thereby permitting fuelgas from vthe carburetiiig point to flow between the inner wallsl of the chamber 14 and outer walls of the valve 25 -i'n suoli a manner 'as to cause a partial expansion Aof this upiiowing vapor due to the formation ofthe upper andvlower endsof chamber 14Kand valve 25. The kpath ofthe vapor is generally indicated by the arrows in this view. lMeans for manipulating this valve'for full opening or full closure orintermediate positions will now be described. At the upper end of the upstanding part 20 is provided an offset Ybracket A26 provided with Aa pivotal point 27 4and-'to which is' fulcrumed an operating lever 28vin contact with the under .side-of which and the duct `2O there is aryran'g'ged'a`n extension 29'of the valve stem 21, `so that a relatively upward and downward mr'ivement oflthe lever=28 may cause the 'vulve-*25 'to beimoved upV Lordown, by" either the spring 24 or the lever according` to the direction of the operation.

To the free end of the lever 28 another pivotal joint 30 is provided' to which is pivotally attached a liiik 31, this in turn being attached to a pivotal connection 32 on the end of a controlled bellv crank 33 which is L-sliaped and has a manual control handle 26 and is pivoted at 34 to cooperate with a graduated sector or scale 36. Manipulation of the handle with its indicating needle 37, as willA be seeiifrom other views herein, causes the lever 28 'to be raised or lowered againstthe tension of the spring 24 thereby causing the valve 25 to assume any desired throttling position. Cooperating lparts illustra'ting the means embodying the sector 36 will be understood and it'isnot thought necessary that these be illustrated in detail as they may be located in any ldesired position.

Substantially midway of the lever 28 located a bored yoke'38 (Fig. 1) through the bore vof which` is loosely passed for free Imovement, an upstandingdrift-valve stem 39, the upper lend of which is provided with a threaded adjusting nut 40 whereby the stem may be adjusted fo-r lifting contact to operate the stem 39 at any desired position of angular'moveme'nt of the valve lever 28.

Lateral to themember 17 and communi.- cating'with the port 16 isa drift valve connection 41 whichhas an upst-anding perforated air inlet .portion 'or valve housing 42vcapped with a suitablecap 43 having a bore therein to receive the valvestein 39 at lthe lowerend of which is mounted a valve 44 covering an air inlet valve seat 45.

VBetween'theunder sideof the cap :43 andthe top of the valve `44 is a Vtension spring 46 which tends to lnormally keep the air drift valve upon its seat. f j

VVhen the controlling lever 33 is moved rightwardly, it will cause the valve 25 to be moved up thereby closing the fuel inlet within the chamber 14 as indicated at Fig. 2, thereby to throttle the fuel inlet and in consequence, rthe motor will f naturally be causedtostop.due to the complete throttling` ofthe intake from the carburetor.A

Further movement of the handle 35 to the right will cause the lever 28 to be lifted upwardly thereby lifting the valve stem v39 and its attached'valve 44 thereby pressing the valve spring 46 upwardly, opening the' -air valve seat and admitting airfinto the inlet port 16 by reason kof the holes47, as indicated by the arrowsin Fig. 3.

If the control lever 33 isset as shown in fuel; and in case of coasting in a gas engine driven automobile, my device permits the coasting of the engine and vehicle without disconnecting the "engine from .the vehicle by release of the clutch. Change from power cycle as indicated in Fig. 1 may be practically instantly made by av quick move of the control handle and there need be no manipulation of either the spark or the clutch in order to discontinue the power cycle of the engine withoutdeclutching as above described.

One obvious advantage of my construction is that it permits the admission of atmospheric air to the cylinders, whereby the engine may be cooled on a long coast.

Another advantage is obvious from the fa'ct that, as in the case of the carburetor valve control 25, the drift valve mechanism may be also varied in its position from fuel open .throttle to closed throttle as illustrated in Fig. 2 where both valves are against their respective seats and therefore will cause the engine to stop.

Another advantage of my device is that any change from full power cycle to full drift cycle may be readily made without attention to the other operative controls of: the engine, and when so made, an instant change, from full drift position to full wide open gas throttle position may be made, and a gradual pick-up of the engine cycle be accomplished without the tendency to backi'ire in preceding charges of fuel mixture that may have passed through the muliler of the engine.

Another advantage is that the instant of the return from position in Fig. 3 to the position shown in Fig. 1, the incoming gas mixture is started through the engine. Incidentallyvi nition of the incoming charge occursl jus as soon as such charge reacl'ies the cylinders in proper iiring condition or mixture.

Due 'lo the general structure of the contrui mechanism, there is an added advantage in the ability to create by my apparatus homogeneous unitary gases or vaporiaed mixtures of explosive fuel which will be substantially without large globules as it reaches the cylinders. This is due to First. The heat of the large area of the wall 14 surrounding the valve 25,

Second. The increased diameter of the valve chamber 14 overthe carburetor duct 9, and

Third. The comparatively vlarge area of the valve within the chamber 14', which causes the incoming` gases from the car-v buretor C to be virtually expanded in their forward travel and then constricted by the tapering aperture 25 which is formed between the upper wall of valve and the upper wall of the chamber 14.

Due to this particular action and the heat of the walls 14, it is virtually impossible for anything but a true homogeneous vapor mixture to reach the engine cylinders by way of the port 16; and any excess moisture or any unvapo-rized or condensed liquid fuel will be turned into vapor through the heated walls of the chamber 14 or will fall back to be met again by the incoming fuel stream to be vaporized. It is therefore obvious that the fuel bearing stream from the carburetor is wire-drawn and due to the constricted orifice 25 and due to this attenuation of the gas stream the tendency is to squeeze out all surplus liquid fuel and toi carry forward only a true vaporized or gaseous mixture for ignition purposes. 1

I claim as my invention:

1. ln combination, a member having a passage from a carburetor outlet to a manifold; a yieldably closed inwardly opening fuel valve between said passage and intake; a stem connected to said valve; said member having a duct to said passage and a yieldably closed outwardly opening drift valve opening to the exterior air; a lever fulcrumed atV one end on said member and having a hole through the lever, saidV lever engaging a stem secured to said drift valve and extending loosely through said hole; and a nut on said stem adapted to be raised by the lever to open the drift valve; said lever when in one position holding the fuel valve open and Vpermitting the driftvalve to close, when in another position opening the drift valve and permitting the fuel valve to close, when in an intermediate position, permitting yboth valves to close.

2. In combination, a member having a passage from a carburetor outlet to amanifold; a yieldably closed inwardly opening fuel valve between said' passage and intake; a stem connectedv to said valve; a lever-engag ing the end of the stem; a body having a duct to said passage at the manifold side of said valve, and a valve opening having an outer seat; a yieldably closed drift valve on said seat; and a stem loosely connecting said valve and lever; said lever when iii-one position holding the fuel valve open and permitting the drift valve'to close, when in another position opening the drift valve and permitting the fuel valve to close, when in an intermediate position, permitting both valves to close.

3. In combination, a member having a passage from a carburetor outlet to a manifold a yieldably closed fuel valve between said passage and intake; a stem connected to the valve; a lever pivoted at one end on said member and engaging the end of the stem and provided between said stem and its' free `end with a transverse hole; -a drift valve body laterally extending from said member and having a duct communicating with said passage, an upturned ventilated spring housing, a valve opening between said duct and housing and an outer seat around the valve opening; a cap on said housing; a drift valve on said seat; a spring between said cap and valve.; a stem secured to said valve and extending loosely through said hole; and a nut on saidstem adapted to be raised by .thelever to open the drift valve. j

4. The combination with the intake manifold of an internal combustion engine and the outlet port offa carburetor, of a vfuel valve arranged between said outlet port and manifold and normallyclosed, a passage cooperating between said fuel valve and manifold, an air val-ve communicating with said passage and normally closed, and operating means cooperating with said vfuel and air valves, said means when ymoved to one position opening said yfuel valve and permitting said air valve to ,remain closed, when moved Vto a second position opening said air valve and permitting said fuel valve to remain V'tion opening said air valve, and permitting closed, and when movedto a third position permitting both said valves' to remain closed.

5. The combination with the intake manifold of an internal combustion engineand the outlet port of a carburetor, of a fuel valve chamber havinga port at one .end thereof communicating with said carburetor outlet port and havingat itsopposite end a valve port, means for communication between said valve port and intake manifold, a valve member in said valve chamber for cooperating with 'said valve portand adapted for-confining the fuel for substantially the whole length of the passage of the fuel through said chamber, said valve member normally closing said valve port, an air valve discharging into said means for communication between said fuel valve port and intake. manifold and normally closed, and operating .means cooperatingA with said -fuel and air` valves, said operating means when moved toone ,position opening said fuel valve and permitting said air valve toremain closed, when -moved to la second posisaid fuel valve -to remain closed, and when Ymoved to a thirdl position permitting both said valves .to remain closed. l

v6. The combination with the intake manifold of an vinternal combustion engine and the outletport `of a carburetor, of a straight sided substantially oval fuel'valve chamber .l'iaving 'a pportat one endrthereof communi-V eating with said carburetor outlet port y and having atits opposite end a valve port, meansfor communication between said valve port and intake manifold, a vstraight sided vsubstantially oval valve member in said valve Vchamber for cooperating with said valve port, the Vparallel sidesof said valve meniberffor substantially the whole length of `,the sides being spaced slightly away from the parallel sides of said chamber for con- {lining thefuel'passing-through said chamber from said intake port to said valve port, said valve member# normally closing said valveport, an :air valve discharging into inea-.948

said means for communication between said fuel valve port and intake manifold and noi. mally closed, and operating means cooperating with said fuel andair valves, said operating means when moved to one position fuel valve normally closed, means for communication between said fuel valve and intake manifold, an air valve discharging into said means for communication and normally closed, and operating means cooperating with said fuel and air valves andincluding' a handle, said operating means, when said handle is in one position, holding said fuel valve open and permitting said air valve to remain closed, said operating means, when said handle is in a second position, holding said air valve open andv permitting said fuel Yvalve to remain closed, said operating means,

when said handle is in a third position, permitting both said valves to remain. closed.

8.V In a device ofthecharacter described, a. structure arranged between a carburetor outlet and an internal combustion engine intake manifold, said structure including a Vfuel valve normally closed, means for communication between said fuel valve and intake manifold, van air valve discharging into said means for communication and normally closed, and `operating means including a handle carrying a needle movable with the handle and cooperating with a dial for indicating the amount of movementv of said handle, said operating means, when said handle is in one position, holding said fuel Valve open and permitting said air valve to remain closed, said operating means, when said handle isin `a second position, holding said air valve open and permitting said fuel valve to remain closed, said operating means, when said handle is in a'third position, permitting `both said valves to remain closed.

Signed at New York, in the county of New York. and State of New York, this 29th d ay of January, A. D. 1927.

CARL BJ OBK.

opening said fuel valve and permitting said *70 ico.

llO 

